Cut-off gear for steam-engines



(No Model.) 5 Sheets-Sheet 1.

G. G. WORTHINGTON. GUT-OPP GEAR FOR STEAM ENGINES.

N0.,451,147. v Patented Apr. 28, 1891.

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(No Moaei. v 5 Sheets-Shet 25 O. O. WORTHING-TON. GUT-OFF GEAR FOR STEAMENGINES.

Patented Apr. 28,1891.

Jiffy (No Model.) 5 Sheets-She9t 3.

O. C. WORTHINGTON.

GUT-OFF GEAR EOE STEAM ENGINES. No. 451,147. Patented Apr. 28, 1891.

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G. G. WORTHINGTON. GUT-OFF GEAR EOE STEAM ENGINES.

No. 451,147. Patented Apr. 28, 1891.

(No Model.)

0. O. WORTHIITGETON.

5 Sheets-Sheet 5.

GUT-OFF GEAR FOR STEAM ENGINES.

PatentedApr. 28, 18-91.

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1 l mu nun-1| I 'm-A llllllll UNiTE STATES CHARLES C. VORTHINGTON.

OF IRVINGTON, NE YORK.

CUT-OFF GEAR FOR STEAM-ENGINES.

SPECIFICATION forming part of Letters Patent No. 451,147, dated April28, 1891.

Application filed July 23, 1890.

To all whom it may concern:

Be it known that I, CHARLES C. \VORTH- INGTON, a citizen of the UnitedStates, residing at Irvington, county of Vestchester, and State of NewYork, have invented certain new and useful Improvements in Cut-Off Gearsfor Steam-Engines, fully described and represented in the followingspecification and the accompanying drawings, forming a part of the same.

This invention relates to cut-off valves for steam-engines, and is ofgeneral application in all classes of engines in which steam is usedexpansively and in which itis desirable at any time to throw the cut-offvalves out of operation, sothat steam shall be admitted to the cylinderthroughout the entire stroke. The improvements constituting thisinvention are intended especially for use, however, in that class ofengines known as direct-acting duplex engines, in which the steam of themain cylinder or cylinders is cut oif after the engine has made a partofits stroke, and in which one or more compensating cylinders and pistonsare used for each side of the engine, which act in opposition to themain piston or pistons during the first part of the stroke and inconjunction therewith during the last part of the stroke. Examples ofengines of this class are shown in United States Letters Patent Nos.292,525, 309,676, 332,857, 341,534, 401,401, and 422,680, heretoforegranted to me. In pumping-engines of this class it is often desirable tothrow the cut-off valves out of operation, so that the steam may beadmitted throughout the entire stroke. At the same time the compensatingcylinder or cylinders must be rendered inoperative, in order that theuniform action of the engine may be preserved and the damage which mightresult from the force produced by the joint action of the steam late inthe stroke and of the compensating cylinders be prevented.

It is the principal object of my invention to provide a simple andconvenient means for quickly changing the position of the cut-offvalves, so that they shall not operate to cutoff the steam at all orshall operate onlylate in the stroke.

Further objects of my invention are to provide means for quicklyrendering the com- Serial No. 359.638. (No model."

pensatiug cylinder or cylinders inoperative and to provide aconstruction by which the cut-off valves cannot be thrown out ofoperation While the compensating cylinders are operative.

\Vith these objects in view my invention consists in variousconstructions and combinations of parts, all of which will be describedin the specification, and pointed out in the claims.

As a full understanding of the improvements constituting the inventioncan best be given by an illustration and a somewhat detailed descriptionot an engine embodying the same, such adescription will now be given,reference being had to the accompanying drawings, in which my inventionis shown as applied to a duplex' direct-acting pumpingengine of theclass shown and described in my Letters Patent above referred to.

Referring to said drawings, Figure 1 is a side elevation of the engineembodying my improvements. Fig. 2 is a side elevation of the steam endof the engine on an enlarged scale, showing the parts in the positionthey occupy when the engine is used as a highduty engine, the steambeing cut off before the end of the stroke and economized. Fig. 3 is asimilar view of the engine as a lowduty engine, the steam throughout thestroke. Fig. 4: is a plan view being admittedof the steam end of theengine as a high-duty engine, and Fig. 5 is an end elevation looking tothe left in Figs. 2-and l.

The engine consists of the four steam-cyl-' inders A B and C D, thesecylinders being arranged in pairs, the cylinders A B forming one side ofthe engine and O D the opposite side, the cylinders A 0 beinghigh-pressure cylinders and B D low-pressure cylinders. The pistons E Ffor the respective sides of the engine are extended through the Waterend of the engineand are connected outside the water end to cross-headsG, and are acted upon by compensating cylinders and pistons H in themanner usual in this class of construction. The compensating cylinders Hare supplied with motor-fluid from a pipe I, communicating with anaccumulator K of the general construction shown in my patents, Nos.341,534 and 422,680, previously referred to, the pressure in which isproduced by means of a pipe L, communicating through a pipe M directlywith the force-main N or prefer-' ably, as shown, with an air-chamber 0,connected thereto.

The steam is supplied to high-pressure cylinders A 0 throughinduction-pipes a, communicating with steam-chests b, and is exhaustedthrough exhaust-pipes c to exhausttanks P, from which the steam passesto low-pressure cylinders B D through induction-pipes cl andsteam-chests c, the steam being exhausted from the low-pressurecylinders to a condenser or to the open air, according to the class ofengine.

It willbe understood that the main induction and eduction valves on eachside of the engine are operated from the opposite side, and that thesevalves are of the construction shown in my patent, No. 401,401, abovereferred to, these valves and their operating parts being omitted forclearness of illustration, as they constitute no part of the presentinvention.

The cut-off valves are of the construction shown in my patent, No.401,401, above referred to, and are operated by the same means, asfollows: Referring to one side of the engine, the high-pressure cut-offvalves operate in the steam-chests b and the low-pressure cut-off valvesin the steam-chests e, and are provided with stems f, which projectoutward and to which are connected crank-arms g, which in turn areconnected by means of links h to a pair of T-levers i, theoperating-arms of which are connected by-means of a link 70. TheseT-shaped levers 2' thus connected are operated through a rod Z,pivotally connected to a rock-arm m, which in turn is connected by a rod02 to cross-head G outside the Water end of the engine. The links h,preferably, are not connected directly to the T-levers i; but the armsof the levers are slotted to receive sliding blocks 0, to which thelinks are connected and which are moved in the slotted arms by means ofthe screwbolts 10, so-that the cut-off valves may be adjusted to anyposition desired relative to the cut-off ports. The construction on theopposite side of the engine is the same.

The operation of the parts thusfar described is fully set forth in mypatent, No. 401,401, and need not be described herein, it beingunderstood that the piston on each side of the engine, by means of across-head G and the intermediate connections above described, operatesthe T-levers'i on its side of the engine so as to shift the cut-offvalves and cut off the steam at the desired point in the stroke.

The present invention includes improvements in this construction bywhich the cutoff valves may readily be shifted to such a position thatwhile operated by their respective pistons, they shall not close theports and cut off the admission of steam, and by which the pressure inthe compensating cylinders shall always be removed, so that they shallnot affect the operation of the engine when the cut-off valves are outof operative position.

The parts constituting my invention will now be described.

Mounted transversely of the engine are rock-shafts 1a rock-shaft foreach pair of cylinders and their cut-off valvesthese rockshafts beingprovided with crank-arms 2 on each side of the engine, on which arecarried the T'levers 2', these levers being pivotally connected to thecrank-arms 2 by means of studs One of the rock-shafts (shown in thepresent construction as that next the waterend of the engine) isprovided with a leverarm 4, forming a handle by which the rockshaft isoperated, and a link 5 connects this handle with a crank-arm 6upon theother roek shaft, so that the operation of the handle rocks both theshafts l and their crankarms 2, and thus raises or lowers both the T-levers t' on each side of the engine. The lever 4 moves over a segment'7, mounted upon any convenient part of the engine, and the lever orsegment may be provided with any suitable devices for holding the leverin any desired position.

To the rear of the rock-shaft 1, which carries the handle 4, is mounteda shaft 8, provided with or on which is mounted a leverhandle 9 directlyin line of and-behind the handle 4, so that the handle 4 cannot be movedwithout carrying rearward with it the handle 9. This shaft 8 may be arock-shaft and have a crank-arm, or, as shown, the sleeve carrying thehandle 9 may be provided with a crank-arm 10, which is connected by arod 11 to a crank-arm 12, secured to the stem 13 of a valve or cock l4,controlling the connection between the air-chamber O and theaccumulator.

The pipe M, as previously described, connects with the accumulatorthrough a pipe L, and a waste-pipe R communicates with the chamber ofcook 14, through which same chamber connection is made between the pipesM and L. The openings in this valvechamber are controlled by a two-wayplug, this plug operating either to close the wastepipe R and connectthe pipe M and pipe L leading to the accumulator, in which case thepressure of the air-chamber is transmitted to the accumulator, or to beshifted to such a position as to close the pipe M and open theconnection between the accumulator-pipe and the waste-pipe, thusallowing the air or other fluid to pass out from the accumulator andremoving the pressure from the compensating cylinders.

The operation of the parts described is as follows: In the position ofthe parts as shown in Fig. 2 the engine operates as a high-duty engine,and the cut-off valves are operated through the T-levers i and theconnections to the pistons to cut off the steam at or about the middleof the stroke, as is usual in this class of engines. In this position ofthe parts IIO the cook 14 closes the waste-pipe R, and the pipe Mconnects with the accumulator, as shown in dotted lines, the pressure ofthe airchamber thus being transmitted through the accumulator or to thecompensating cylinders H. WVhen' the engine is changed quickly from ahigh-duty to a low-duty engine, it is essential that the compensatingcylinders shall not be operative at such a point in the stroke that thepower from the compensating cylinders and from the steam admitted to thecylinder at the end of the stroke shall be combined, as the forceproduced by such combined action will produce irregular action and toogreat a strain upon the engine. If the cut-cit valves andcompensatingcylinders are thrown out of operation simultaneously, thereis a slight chance that this change may be made at such a point in thestroke as to bring the force of the compensating cylinders on one or theother side of the engine into co-operation with that of the increasedpressure of the steam allowed to enter at the end of the stroke. This,however, could occur only during the stroke being made by the engineatthe time the cut-off valves are thrown out of operation, as thecompensating cylinders must be out of action on the next stroke. Inchanging from a high-duty to a low-duty engine therefore the lever 9will first be moved to the position shown in Fig. 3, by which movementthe crank-arm 12 is operated so as to shift the cook 14 to close thepipe M, connecting the air-chamber and accumulator, and open theconnection between the accumulator and the waste-pipe R, as shown indotted lines in the same figure, thus allowing the air or fluid to passout of the accumulator and removing the pressure from the compensatingpistons. The compensating cylinders having thus been thrown out ofoperation, the lever 4 will then be thrown to the rearward over thesegment 7 and the parts on both sides of the engine will assume theposition shown for one side in Fig. 3, in which the levers t' are raisedby the crank-arms 2, by which they are carried, and the cut-off valvesare thereby shifted into such positions that, although operated by theconnections with their respective pistons, they do not close the portsin the steam-chests to cut off the supply of steam.

In changing from alow-duty to a high-duty engine it is desirable thatthe cut-off valves should be thrown into operative position before thecompensating cylinders are rendered operative, since if the compensatingcylinders and cut-off valves are thrown into operation simultaneouslythe piston on one or the other side of the engine might be at that pointof its stroke in which the cut-off valves would not operate to cut offthe steam sufficiently early during that stroke, and in addition thecompensating cylinders would exert their pressure upon the piston. Thelever 4, therefore, will first be moved forward over the segment 7 fromthe'position shown in Fig. 3 to that shown in Fig. 2, when the cutoffvalves on both sides of the engine will be shifted to their operativepositions. The cutoff valves having thus been thrown into operation, thelever 9 will then be moved forward, so as to shift the cook 14 intoposition to close the discharge-pipe R and open the connection betweenthe air-chamber and the accumulator, when the pressure of the airchamberwill again be transmitted through the accumulator to the compensatingcylinders and the latter be rendered operative. If the operator neglectto throw out the compensating cylinders before the cut-oft valves inchanging from a high to a low duty engine, it will be seen that thehandle 4 must come in contact with the handle 9 and throw out thecompensating cylinders. In changing from a low to a high duty engine,likewise the movement of the lever 9 to throw in the compensatingcylinders must also shift the lever 4 and throw in the cut-off valves.be seen that I provide a simple and convenient device by which thecut-off valves and the compensating cylinders may be thrown out ofoperation, and by which the cut-off valves cannot be thrown out ofoperation without rendering the compensating cylinders inoperative, andon the other hand the compensating cylinders cannot be thrown intooperation while the cut-off valves are out of operative position. Thedanger of damage to the engine through carelessness of the operator inneglecting to throw out the compensating cylinders when'changing from ahigh to a low duty engine, or throwing in the compensating cylindersbefore the cut-off valves in changing from a low to aihigh duty engine,is thus avoided.

If it be desired to adjust the valves so that the throw-off shall notrender the cut-off valves entirely inoperative, but' shall cause them tooperate at a late point in the stroke, they may either be adjusted bymeans of the bolts p and sliding blocks 0, by which also an accurateadjustment of the valves 'for their correct operation in either a highor a low duty engine may be secured, or the segment 7 may be providedwith a plurality of retaining devices for the lever 4, so that thelatter may be held at different points upon the segment and the valve bemoved to positions intermediate between their normal positions and thatof inoperativeness.

It is obvious that many'modifications may be made in the constructionshown by one skilled in the art without departing from my invention, andthat the improvements constituting the invention are applicable in otherclasses of engines than that shown. WVhile I have shown an accumulatorbetween the air-chamber and the compensating cylinders, it will beunderstood that this may be omitted and that the pressure upon thecompensating pistons may be transmitted directly It will thus from anysuitable source of power other than the air-chamber or force-main, aswell understood in the art.

What I claim is 1. The combination, with a steam-cylinder and itscut-oft valves, of an oscillating lever connected to and operating saidvalves, connections between said lever and a moving part of the enginefor oscillating the lever, a movable member on which said lever ismounted, and means for varying the position of said member to carry thelever into position to render the valves operative or inoperative,substantially as described. I

2. The combination, with a steam-cylinder and its cut-oft valves, of anoscillating lever connected to and operating said valves, connectionsbetween said lever and a moving part of the engine for oscillating saidlever, a rock-shaft having a crank-arm on which said lever is mounted,and means for rocking said shaft to render the valves operative orinoperative, substantially as described.

3. The combination, with the steam-cylinders A C and their cut-offvalves, of an oscillating lever for each cylinder, by which the cut-offvalves are operated, connections between said levers and moving parts ofthe engine for oscillating the levers, movable members on which saidlevers are mounted, and means for simultaneously varying the position ofsaid members to carry the levers into position to render the valvesoperative or inoperative, substantially as described.

4. In a duplex engine, the combination,with the cylinder or cylinders oneach side of the engine and their cut-oft valves, of an oscillatinglever or levers at each side of the engine, by which the cut-off valvesare operated, connections between said lever and moving parts of theengine for oscillating the levers, movable members on which said leversare mounted, an operating-handle, and connections between saidoperating-handle and movable members, whereby the shifting of the handlevaries the position of said members to carry the lever on each side ofthe engine into position to render the valves operative or inoperative,substantially as-described.

5. Inaduplex engine,the combination, with the cylinder or cylinders oneach side of the engine and their cut-oif valves, of an oscillatinglever or levers at each side of the engine', by which the cut-off valvesare operated, connections between said levers and moving parts of theengine for oscillating the levers, a rock-shaft for each pair ofcylinders, extending transversely of the engine and provided withcrank-arms on which said levers are mounted, an operating-handle, andconnections between said operating-handle and the rock-shafts, wherebythe movement of the handle rocks the shafts to carry the valves on bothsides of the engine into operative or inoperative position,substantially as described.

6. In a direct-acting engine, the combination, with the steam cylinderor cylinders and its or their cut-off valves, of a compensator orcompensators, connections between a moving part of the engine andthecut-off valves for operating the latter, an operating-handle, andconnections whereby the movement of the handle in one direction throwsout of operation both the cut-off valves and compensators, substantiallyas described.

'7. In a direct-acting engine, the combination, with the steam cylinderor cylinders and its or their cut-off valves, of a compensator orcompensators, connections between a moving part of the engine and thecut-off valves for operating the latter, an operating-handle, andconnections whereby the movement of the handle in one direction throwsinto operation both the cut-off valves and compensators, substantiallyas described.

8. In a direct-acting engine, the combination, with the steam cylinderor cylinders and its or their cut-ott valves, of a compensator orcompensators, connections between a moving part of the engine and thecut-off valves for operating the latter, and operating-handles andconnections for throwing in and out of operation the cut-off valves andcompensators, respectively, said parts being so arranged that themovement of the cut-off handle for throwing the valves out of operationrenders the compensators inoperative and the movement of thecompensator-handle to return the compensators to action throws thecut-0E valves into operation,substantially as described.

9. In a direct-acting duplex engine, the combination, with a steamcylinder'or cylinders on each side of the engine and their pistons andcut-off valves, of a compensator or compensators at each side of theengine, connections between moving parts of the engine and the cut-offvalves for operating the latter, an operating-handle and connections forthrowing the cut-off valves on both sides of the engine in and out ofoperation, and an operatinghandle and connections for rendering thecompensators on both sides of the engine operative or inoperative,substantially as described.

In testimonywhereof I have hereunto set my hand in the presence of twosubscribing witnesses.

CHAS. O. IVORTHINGTON.

lVitnesses:

B. W. PIERSON, LOUIS R. ALBERGER.

